Gas-engine.



J. REM-MEN. GAS ENGINE.' APPLICATION FILED NOV. 9,1916.

Patented Dec. 3, 1918.

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F'IG.1

WITNESSES "1. REMMEN.

GAS ENGINE.

, APPLICATION FILED NOV- 9,1916.

.Patnted' Dee. 3, 1918.

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INVENTOR I. REMIVIEN.

I GAS ENGINE. 1,286,776.

APPLICATION FILED NOV. 9,1916.

Patented De.3,1918.

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R @www UNITED sTATEs PATENT onirica JOBGEN RENNEN, F PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO GEORGE T. ILA-DD,

TRUSTEE, OF PITTSBURGH, PENNSYLVANIA.

ens-ENGINE.

Specioation of Letters Patent;

Application led November 9, 1916. Serial No. 1303x531.

internal. combustion engines for motor ve-l hicles and the like.

One of the objects'ofl the invention is to provide an internal combustion engine having improved means for regulating the temperature of the explosive charge furnishedv to the engine.

' Another object is to provide an internal .I combustion engine having improved means tfor 'regulating the temperature of the air supply to the carbureter. U

Another object is to provide an improved construction by means of which the engine may be air cooled.

A further object is to provide an improved air-cooled engine in which the cooling may be regulated and in which the parts are so located that the heat radiated from the engine is employed to heat the explosive charge furnished to the enginej Other objects and advantages will appear from the following spec'iication.

An embodiment of the invention is shown in the accompanying drawings. The views of the drawings are as follows Y Figure is a cross section of the engine.

Fig. 2 isa side elevation and partial cross section of the engine.

Fig. 3 is a rearendelevation of the engine. l;

Fig. 4 is a crossA section of the valve mechanism for regulating the air supply vto the carbureter.

Fig. 5 is a side elevation of the valvular mechanism. l

Fig. 6 is a modification showing automatic means for regulating the valve mechanism in response to theteinperature of the charge in the intake manifold.

The engine is of the air-cooledtype, being 50 provided with cylinders 1 and piston valves 2 and 3. The valves are located in suitable casings and 5 the sides of the cylinders. The engine shown is provided with six cylinders and twelve valves and valve casings.

It is important in engines of this type thatl the temperature of the cylinders and valve casings be kept within certain limits. When the valve casings are integral with and fclosely adjacent to the cylinders, they prevent the air currents from contacting the cylinder directly and thus prevent the -at- Patented Dec. 3, 1918.

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taininent of a maximum cooling effect upon the cylinders. At the saine time the valves and valve easings themselves are heated to a high temperature which interferes with their -proper operation.

In the present engine the valve casingset end are separated. from the cylinders 1, leaving air spaces 6 and 7 'between the cy]in dei-s and casings into which spaces project 'the ribs of the cylinder. These spaces provide a passage from the front to the rear of the engine through which a current of air mayY pass. This current of air cornes in` direct contact with the cylinder walls and thus exerts a maximum cooling-effect thereon and at the same time insulates the valve casings from the cylinders, thereby preventing the valves and valve casings from being heated to an excessive temperature by the heat from the cylinders. It is to be understood that the valve casings as well as 4the cylinders may be provided with cooling ribs if desired, but ordinarily this is unnecessary since, with the construction shown, the valve casiiigs are insulated by air from the cylinders and the current of air passing over and through the engine will cool the valve-casing sufficiently Without the provision of cooling ribs.

lfVhen an engine of this type having air passages between the cylinders and the valve casings from the front to the rear of the engine is used with a motor vehicle, openings are provided in the front of the hood to pei-mit the passage of a current of air to the engine, and 'at the rear of the engine an exhaust Opening is pyivided through which the heated air may pass downwardly or outwardly and away from the engine. The

j weather.

g maarre the speed thereo The mounting of the engine in a motor vehlcle is illustrated 1n Fig. 2. The engine is covered by a hood 8 having an opening lin the front thereof in which are located the series of stationary vanes 9 and a series of movable vanes 10. These vanes are inclined forwardly and downwardly so as to permit the passage @fair through the front of the hood 4to the engine and prevent the passage of water, snow and the like when the vehicle is being ,operated in wet or wintry The movable vanes 10 are adjusta'ble by means of a lever 11 or other suitable mechanism, so that the size of the opening in the front of the hood. may be varied to vary the volume of air passing through thefront of the hood to the engine. The air passes through the front of the hood over the engine and through the air `passages between the cylinders and valve casings and down and out at the rear of the engine.

Provision is also made for exhausting the air at the rear of the engine and ,thereby-vcreating a pull tending t0 draw -a current 0f air over and through the engine. The means for doing 'this comprises an exhaust fan 12 :it the rear of the engine. The fan in;V this case is a centrifugal exhaust fan mounted on the fly-wheel. It draws a current of air in at its center and discharges itfby centrifugal force, the hood 13 being provided fer causing the fan to discharge downwardly soA that the current of air passes out at the bottom of the motor vehicle. It is to be understood that any suitable type' vof exhaust f'an'might be used and that' it might be mounted'independently of the flywheel or be driven by means independent of the engine. A blower may also be used and arranged at the front of the engine instead of the exhaust at lthe rear of the engine. v The exhaust means at the rear of the engine is particularly useful when the engine is running"but the motor vehicle is stationary. Under such conditions and iii the absence of an exhaust means there would be little or no current of air over and through the engine to cool it. When the exhaust means is provided, however, the current of air is drawn over the engine even though the motor vehicle is stationary. The exhaust fan also assists in drawing` a currentl of air over and through the engine when the vehicle is running. l

In order to utilize to the best advantage the heat radiated from-an air-cooled. engine of this type the following construction has been devlsed for heating the explosive charge supplied to the engine and for regulating the temperature of the air supplied t0 the carbureterz'- The intake manifold 14 is located above the cylinders so that it is heated by the heat'radiated upwardly from the engine.

The explosive charge in the manifold is thus heated `before it passes to the cylinder,

thereby preventing condensation when operating on the throttle and consequently increasing the efficiency.

The carbureter 15 is attached' to Ithe intake manifold 14 at the rear of the engine. It is preferably located adjacent the exit from one of the air passages between the cylinders and lthe valve casings so that the warm current of air coming from the passage tends to heat the carbureter to a good workjng temperature. By locating the c'arbureter at the rear of the engine it is surrounded by air which has been *heated by passing over the engine and it is thus not only kept at a good working temperature but also draws its air from a heated air supply and consequently increasing the vaporization of the liquid fuel over what it would be if the fuel supplied to the carbureter were mixed with cold air. Such arrangel ment provides thejcarbureter with a warm air supply under all ordinary conditions.

.the passage 20 to the valve mechanism and consequently in case the air surrounding the carburetor should be too warm for eiiicient' operation, cold air may 'be supplied by properly adjusting the valvular mechanism.

member 21 provided vwith ports 22 arranged to register with the ports 18 and ports 23 arranged to register with the ports 19. The rotary member 21 may be adjusted manually by a lever 24 conveniently located on the dashboard of the motor vehicle. When the rotary member 21 is rotated in a clockwise rlhe .valve mechanism 1.7 has a rotary direction the ports 22 register with the ports 18 and the ports 23 are out of register with the ports 19 s0 that the cold air supply is shut off andthe warm air admitted t0 the carbureter. When the rotary -21 is rotated in a counter-clockwise direction,the ports 19 and 23 register and the ports 18 are closed, thereby shutting oli' the warm air supply and admitting cold air. When the rotary is in any of its intermediate positions both the warm and cold air ports are partially opened, the eXtent to which each set of ports is opened depending upon the position of the rotary. By this means Warm 'au' or cold air only may be supplied to the ulate the temperature of the air supplied tol the carbureter. Arcareful operator, by observing the operation of his engine, may regulate thetemperature of the air supply so as to secure the most eiiicient operation of the engine under 'varying atmospheric conditions.. Moreover, by providing means for indicating the temperature 0f the charge, he may regulate the air supplied to'the carbureter so as to keep the temperature of the explosive charge uniform, or he may regulate it to secure the most efficient operation ot the engine.

In some cases it is desirablel to automatically regulate the temperature of the explosive charge, and for this purpose a thermostat is provided, as shown in Fig. (i, which may be located in the intake manifold or at any other convenient point where it is subjected to the temperature of the eX- plosive charge, such thermostat being connected to the valvular mechanism so that when the temperature of the explosive charge varies the thermostat regulates the valvular mechanism to vary the temperature of the air supplied to the carbureter Y and thus maintain the temperature ot the explosive charge uniform.

It is to be understood that the structure shown is for purposes of illustration only i ings so that an air current may be drawn through the engine to cool the cylinders.

2. .in air cooled internal combustion engine 'for motor vehicles having verticallyr located cylinders and piston valve casings parallel to said cylinders, said piston valves and cylinders beingr spaced i'rom feach other to form passages l'rom the. l'ront to the rear ol the engine so that when the vehicle. is in motion an air current passes through said openings to cool the cylinders and valve casings.

3. An air-cooled internal combustion engine for motor vehicles havingr openings between *the cylinders thereofs and the valve casings W ereby'an air passage is provided from the front to the rear of said engine between said cylinders and valve casings, and a carbureter located at the rear of said engine adjacent the exit from one of said passages so that it is subjected to the heat-ed air flowing through said passage.

t. An air-cooled internal combustion en- 'gine for motor vehicles having openings between the cylinders and the valve casings thereof whereby air passages are formed from the front to the rear ot' the engine between the cylinders and the valve casings, a carburetor located at the rear ot' the engine adjacent the eXit from one of said passages, a valvular mechanism in the air intake passage to said carbureter. said mechanism having ports communicating with the atmosphere at the rear of thel engine and other ports conununicating with a passage leading to a cold air supply, and means for regulating said valvular mechanism to vary the temperature oi the air supplied to the carbureter.

5. An air-cooled internal combustion engine for motor vehicles having openings between the cylinders and the valve, casings whereby air passages are formed t'rom the -frontto the rear of said engine between said cylinders and valve easing. an intake manifold located above. the; cylinders` a carburetor at the rear of said engine adjacent the exit from one of said passages, a valvular mechanism in the air intake passage to said carbu-A reter, said mechanism having ports communicating with the atmosphere at the rear ot' the engine and other ports eonnnunicatings,I with a passage leading to a cold air supply. and a thermostat in the intake manifold for reeulatinev the valvular mechanism to- IH P' vary they temperature of vtl i air supplied to the carburetor in response to the temperature oi the charge in the intake manifold.

(i. An air cooled internal combustion engine having a row ot parallel upright cylinders` inlet and exhaust valves t'or each cylinder situated in supplemental cylinders separated from the explosive cylinders by air passages` and means to l'orce air from the liront to the rcar ol (he engine` between the explosive c vlinders and valve c vlinders.

ln teslimoirv wliereol. l have hereunto set my hand.

vJONGEN RENNEN. lVitnesses:

t i LnNN i i. Lunnsel lr., A.. ll. Jonsson'. 

